Starting and lighting set for automobiles.



G. E. STEVENS.

STARTING AND LIGHTING SET FOR AUTOMOBILES. APPLICATION HLED Amal. |915.

George E?. Stevens JqttH.

Patented July 18, 1916.

2 SHEETS-SHEET 2.

Inv@ ntOIT .11

.I 29@ Geox-ge E. Stevens. l I. M yfy./,////////// 6 flttlj.

UNITED sTATEs PATENT oEEIoE.

GEORGE E. STEVENS, OF LYNN, MASSAGHUSETTS, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A. CORPORATION OF NEW YORK Specication of Letters Patent.

Patented July 18, 1916.

Application led August 31, 1915. Serial No. 48,207.

' T0 all 'whom it may concern Be it known that I, GEORGE E. STnvENs, a citizen of the United States, residing at Lynn, county of Essex, State of Massachusetts, have invented certain new and useful Improvements in Startin and Lighting Sets for Automobiles, of which the followin is a specification.

Phe present invention relates to starting and lighting sets for automobiles, and particularly to those intended for Ford machines where the requirements are more than usually severe in certain directions due chiefly to the restricted space 1n which said sets must be located.

The object of my invention is to provide a starting or a starting and llghting set for automoblles which is simple in construction, reliable in operation, does not cause overheating of the engine, and which c an be applied to existing cars with a mlmmum ex-v penditure of time and labor.

In the accom anying drawings I have illustrated one o the embodiments of my invention in which- Figure 1 is a side View of the front part of a Ford chassis; Fig. 2 is a plan of the same; Fig. 3 is a View in front elevation; Fig. 4 is a detail view illustrating the construction of the driving shaft of the starting motor and generator, and Fig. 5 is a detall View illustrating the gears employed.

In considering the problem of constructing and applying these sets to automobiles, and especially to Ford cars, it must be borne in mind that the construction of the car to all intents and purposes cannot be changed, and hence many things are of paramout importance which would otherwise not have to be considered could the designer of such sets have the coperation of the car designer.

5 indicates the frame of the chassis upon which is mounted the engine 6, the latter having two rear supports 7 and a nose Support 8. In other words, the engine and transmission have a three-point suspension. In the rear of the engine is a casing 9 form` ing a part of the engine casing and containing the fly wheel, ma eto and transmission gears, said transmission casing ex tending or broadening laterally from the engine casing. The parts are so arranged that the rear supports 7 take practically the located in back of the radiator.

whole weight of the engine and associated parts. In other words, the supports 7 are located at practically the center of gravity of the power plant. This is done to improve the ridlng quality of the car by relieving the front end of undue weight. This is a factor which has been heretofore overlooked in the application of starting and lighting sets to Ford cars.

10 indicates a dynamo-electric machine which acts as a motor to start the engine and later is driven as a generator to supply current to the lamps and to charge the storage battery. In the mostsuccessful sets heretofore employed the dynamo-electric machine has been mounted on a bracket attached to the forward end of the engine. This is open to certain objections which are entirely obviated in the present arrangement. When located in the front it unduly increases the weight on the nose support and also blocks off a large portion of one side of the engine from the effect of the air circulating fan ll The latter means that the temperature of the engine is higher than it would otherwise be. Also that the temperature of the machine is higher which is a distinct disadvantage. Furthermore the machine and engine are so closely associated that the parts cannot be well cooled; that is to say, air does not readily low between them and there is a tendency for the front end to be hotter than the rear end.

In my improved construction I mount the dynamo-electric machine 10 at the rear and its center of gravity closely corresponds to the center of gravity of the power plant. As a result of this the riding qualities of the car are not altered and the machine can be more easily installed. Furthermore, the machine does not appreciably interfere with the free flow of air from the fan over the face of the engine. This means that the temperature of the engine will not exceed that intended by the manufacturer. Also the machine is so located by reason of the space between it and the engine that heat is not so readily transmitted to it or by it to the engine, and the outfit as a whole runs at a lower temperature. In a Ford car the problem of ventilation is an im ortant one for any appreciable failure wil cause the water 1n the radiator to boil.

The machine 10 is mounted on a bracket 12 which has three points of support. Two of these are formed by legs 13 and 14 that register with bolt holes in the engine frame and the third leg 15 registers with a bolt hole in the transmission casing 9, which leg is off to one side from the irst named legs. In some cases I may use the same bolts that are supplied with the engine or new and somewhat longer ones may be employed. In

any event, the cost of the change 1s insignificant. The machine itself is secured to the bracket by a iiexible metal band 16 and a retaining bolt 17 having a head that engages lugs 18 on the bracket. Such a construction permits the machine to be readily applied, removed and adjusted either angularly or fore and aft.

In order to avoid complication and ex- 20 pense, as far as possible, I mount the machine at an angle to the horizontal and also at an acute angle to the plane of the engine shaft. This enables me to utilize a single pair of toothed gear wheels between the engine and machine shafts.

2() indicates the shaft of the machine which contains a coupling 21 of such character that it does not interfere with the withdrawal of the machine by a rearward movement, and

3 at the same time transmits power from the machine to the engine and vice versa. The coupling illustrated in Fig. 4 comprises a sleeve 22 containing a slot for the driving key 23 that enters slots in the adjacent ends of the two part shaft 20. The rear end of the shaft is threaded to receive a nut 24 that serves to adjust the length of the shaft and thus to position the parts coperating therewith. A check nut 25 serves to lock the parts. The coupling is of such a nature that the rear portion of the shaft can be removed and replaced by an endwise movement along with the dynamo-electric machine, and this without disturbing the gears to be referred to later. In the shaft I may also include an elastic or yielding coupling 26 of an suitable construction which takes u shoc s due to variations in the angular ve ocity of the engine shaft as the cylinders fire successively.

In order to properly support the forward end of the armature shaft of the said machine I remove what is commonly termed the timer casting on the front of the engine and substitute therefor a new timer casting 27 which dilers from the old principally by the addition of a bearing 28. This casting has the same bolt holes as the ori 'nal and hence the same bolts can be used. he castco ing can be sup lied at a small expense.

Owing to t e angular position of the dynamo electric machine and its shaft, the pinion 29 rigidly mounted thereon and the spur gear 30 also rigidly mounted on the u engine shaft 31 have to have teeth of special formation. These gears are of the general type known as skew gears, but the teeth are unusual in form due to the peculiar relation of the axes of the gear carrying shafts. From Fig. 3 it will be observed that the 70 axes of the engine and armature shafts do not, as in ordinary constructions, meet in the apex of a cone, but cross each other in diii'erent planes. The pinion is preferably of the so termed noiseless or non-resonant type such as are constructed of a non-metallic substance, and to this end it may be made of suitable textile fibers, as linen piled flatwise and backed with metal end plates 29 and a hub. The use of a pinion of this character has the advantage that it is noiseless, and also since it is non-resonant it will not set up vibrations or transmit them, and will dampen any vibrations set up in the metallic gear wheel 30. This is of great advantage, particularly when the car upon which the outfit is mounted is of a very resonant structure. The teeth are made thicker than those of the s ur gear because of the fact that the material is not so strong. The spur gear 30 is mounted on the front end of the engine shaft 31, there being sufficient room for this Without changing the shaft. In front of the gear is a pulley 32 which drives the fan belt 33. The bracket 34 to support 95 the fan is the same as that supplied with the car.

The position of the spur gear is fixed by reason of the engine construction and hence the position of the pinion must be governed thereby. The latter can readily be ad'usted by the use of thrust collars in the or inary manner. Owing to the small space provided between the engine shaft and the nose support the diameter of the spur gear is pretty definitely restricted so that the gear ratio is necessarily restricted, it being impractical for obvious reasons to cut away the metal in the nose suspension.

It will be readily seen that the fan can blow cool air over the engine as originally intended without interference :from the dynamo-electric machine, and owing to the l angular relation of the latter and to its position in the rear it does not appreciably interfere with this cooling action. Also that said machine can be readily installed or removed from the rear by taking up the floor i boards in front of the drivers seat. The arrangement also has the advantage of reducing the heating e'ect on the dynamo electric machine, which, as is well understood, prolonge the life of such apparatus. Locat- 1ng the machine in the rear also decreases the amount of wire necessary to carry the N current to and from the controlling apparatus and the storage battery. Locatin the machine in the rear means that a direct riving shaft with a single set of gears can be employed, which gears are of such character that they can be readily made. It also avoids the use of a chain drive and the troubles incident thereto, which type of drive has heretofore been considered necessary with this type of car. Another advantage resides in the fact that the set can be applied to the cars Without disturbing the front and side Water connections 35 and 36, which means a saving in the initial cast of installations.

In accordance with the provisions of the patent statutes, I have described the principle of operation of my invention together with the apparatus which I now consider to represent the best embodiment thereof; but I desire to have it understood that the apparatus shown is only illustrative, and that the invention can be carried out by other means.

What I claim as new and desire to secure by Letters Patent of the United States is:

1. In combination, an internal combustion engine, a dynamo-electric machine mounted in fixed relation to the engine which acts as a motor to start the engine, a horizontal shaft for the engine, a shaft for said machine which is located at an angle to the horizontal and at an acute angle to the plane of the engine shaft, and a pinion and spur gear between the tWo shafts.

2. In combination, an internal combustion engine, a dynamo-electric machine which acts as a motor to start the engine, said machine being located at one side of the engine and near the rear thereof, a bracket for supporting said machine, a horizontal shaft for the engine, a shaft for said machine which is located at an angle to the horizontal and at an acute angle to the plane of the engine shaft, and a pinion and spur gear between the two shafts.

3. In combination, an internal combustion engine, a dynamo-electric machine which acts as a motor to start the engine a horizontal shaft for the engine, a shaft or said machine which is located at an angle to the horizontal and at an acute angle to the plane of the engine shaft, the axes of said shafts being so arrangedthat they cross each other in different planes, and skew gearing between said shafts.

4. In an automobile, the combination of an internal combustion engine, a casing for its transmission means, a principal support for said engine and means which substantially coincides with the center of gravity thereof, a dynamo-electric machine which acts as a motor to start the engine, a means for attaching the machine to said engine and transmission casing at approximately their center of gravity, a Shaft for said machine that is downwardly inclined With respect to the plane of the engine shaft and also makes an acute angle with respect to the engine shaft in a vertical plane, and gearing between the adjacent ends of said shafts.

5. In an automobile, the combination of an internal combustion engine, a dynamoelectric machine which acts as a motor to start the engine and is thereafter driven by the engine as a generator to supply current; said machine being located at one side of the engine and at the rear thereof, supporting means therefor, a horizontal shaft for the engine, 'a shaft for said machine that is downwardly inclined with respect to said shaft and makes an acute angle with respect to a vertical plane passing through it, a member secured to the front of the engine that carries a bearing for the shaft of said machine, a gear wheel on the engine shaft, and a pinion on the machine Shaft that meshes therewith.

6. In an automobile, the combination 0f an internal combustion engine having a casing that incloses a transmission, said casing extending laterally from the engine casing, a dynamo-electric machine that acts as a motor to start the engine, a three-point support for the machine, two of said points being attached to the engine casing, and the third to the transmission casing, a shaft for the machine which is inclined to the engine shaft in both horizontal and vertical planes, and toothed gearing between said shafts.

7. In an automobile, the combination of an internal combustion engine having a casing that incloses a transmission, a dynamoelectric machine that is supported by said engine and casing, the shaft of said engine being inclined to a horizontal plane and also inclined to a vertical plane passing through the engine shaft, a member attached to the front of the engine which carries the bearing for the front end of the machine shaft, a pinion mounted on the front end of the machine shaft, and a gear meshing therewith which is mounted on the engine shaft.

8. In an automobile, the combination of an internal combustion engine having an extended casing that incloses a transmission, a dynamo-electric machine that is supported by said engine, the shaft of said machine being inclined to the vertical and horizontal planes occupied by the engine shaft, the axes of said engine shafts crossing each other in different planes, a bearing for the front end of the machine shaft, and skew gearing for transmitting power between said shafts.

9. In combination, an internal combustion engine, a dynamo-electric machine which acts as a motor to start the engine and after the engine is in operation is driven by it as a generator to fu'rnish current, a horizontal shaft for the engine, a shaft for said machine that is located at an angle to the horizontal and at an acute angle to a vertical plane passing through the engine shaft, and gearing between the adjacent ends of the shafts through which power is transmitted from said machine under one condition and from the engine under another.

10. The combination with an automobile having an internal combustion engine for driving it, of a dynamo-electric machine which acts as a motor to startthe engine, said machine being mounted adjacent the engine and at an angie to the engine shaft, and a gear and pinion connecting the shafts of the machine and engine.

11. The combination with an automobile having an internal combustion engine for driving it, of a dynamo-electric machine which acts as a motor to start the engine, said machine beingmounted adjacent the engine and at an angle to the engine shaft,

and a gear and pinion connecting the shafts of the machine and engine, said pinion beirlilgfiocated above the center line of the crank s a t.

12. The combination with an automobile having an internal combustion engine for driving it, of a dynamo-electric machine which acts as a motor to start the engine,

'said machine being mounted adjacent the engine and at an angle to the engine shaft,

and a gearand pinion, one of which is made of a non-metallic substance connecting the shafts of the machine and engine.

In witness whereof, I have hereunto set my hand this 28th day of August, 1915.

i GEORGE E. STEVENS.

mitted from said machine under one condition and from the engine under another.

10. The combinatlon with an automoblle having an internal combustion engine for driving it, of a dynamo-electric machine which acts as a motor to staltthe engine, said machine being mounted adjacent the engine and at an angle to the engine shaft, and a gear and pinion connecting the shafts of the machine and engine. y

11. The combination 4with an automobile having an internal combustion engine for drivingr it, of a dynamo-electric machine which acts as a motor to start the engine, said machine being'mounted adjacent the engine and at an angle to the engine shaft,

[sun] and a gear and pinion connecting the shafts of the machine and engine, said pinion being located above the center line of the crank It is hereby certified that in Letters Patent No. 1,191,626, grntedJuly 18, 1916, upon the application-of. George E. Stevens, olf-Lynn, Massachusetts, for an improvement in Starting and Lighting -Sets for Automobiles, errors appear in the printed specification requiring correction as follows: Page 1, line 38, for the word parement read paramount; page 2, line 79, after the word backed insert the Word up; .pageB, line 9, for'the word "cast"` read cost; and that the said Letters Patent shouldv be read with these corrections therein that the same mayconform to thereeord of the case in the Patent Office. i

Signed and sealed this A22d day of August, A.'-D., 1916.

' F. W. H. CLAY,

Acting Cmnmissoner ofPateyms.I

It is hereby certified that in Letters' Patent No. 1,191,626, granted July 18,

1916, upon the application of George E. Stevens, of Lynn, Massachusetts, for an improvement in Starting and Lighting Sets for Automobiles, crrors appear in the printed specification requiring correction as follows: Page 1, line 38, for the word paramout read paramxmnt; page 2, line 79, after the Word backed insert the word up; page 3, l'ine 9, for the word cast" read cost; and that the said Letters Patent should be read with these corrections therein that the same may conform to therecord of the case in the Patent Oce.

Signed and sealed this 22d day of August, A. D., 1916.

[sinn] F. W. H. CLAY,

Acting Commissioner of Patents. C1. 'T4-7. 

